Railway signaling system



im. 23, 1923. LMZM ,1 c. H. LAY.

RAILWAY SIGNALING SYSTEM.

F'JYLED JULY 28, 1920. n 2 SHEETS-SHEET 1 INVENTOR:

#Jg ATTORNEY.

Jan. 23, 1923. 1,442,8H

0. H. LAY. RAILWAY SIGNALING SYSTEM.

N INVENTOR.' c. N. 7c

Nur. A TT ORNE Y.

Patented Jan. n3, 1923.

'raras earner erm- CHARLES H. LAY, 0F PITTSBURGH, PENNSYLVANIA. ASSIGNOR TO THE UNION SV-YITCH & SIGNAL CGMPANY, OF SJVISSVALE, PENNSYLVANIA, A CGRPORA- TION OF PENNSYLVANIA.

RAILWAY SIGNALING SYSTEM.

Application filed July 28,

To al? :rc/10m it may concern.'

Be it known that Ci-ninnns H. Lai', a citiaen oi the United States, residing at Pittsburgh, in the county of' Allegheny and State el lennsylvania, has invent-ed certain new and useful Improvements in Railway Signaling Systems, of which the 'followingl a specification.

My invention relates to railway sig-naling` systems, and has :tor an object the provision of a novel and improved signa-ling system for single track railways over which tratlic moves in both directions.

I will describe one form of railway signaling` system embodying my invention, and will then point out the novel 'features thereof' in claims.

In the accompanying drawings, Figs. 1 and 1^ are diagrammatic views showing one form oi' signaling' system embodying my invention, it being` understood that a complete unit ot the system is formed by placing` these views end to end With the right hand end ot Fig. 1 contiguous to the lett hand end oi' Fig. 1^.

Referring new to the drawings, the ret erence characters 1 and 1ZL designate the track rails of a stretch ot single track between tufo passing sidings F and G. These rails are divided by insulated joints 2 to form a plurality of sections ri-B, B-C,

D--lil these sections being fur- .'ided by insulated joints 2 to form .Huh-sections such as A K and hre-B. Each f;ul s.-ection is provided with a track circuit compris .4 a track battery Y), the rails ot the section. and a track relay designated by the Vreterence character T, with a suitable exponent.

Traiiic along the stretch Ar-E trein West to east is governed by a plurality ot' roadside signals S', 3, S5, and ST, while t'raiiic along` the stretch in the opposite direction is governed by a pl rality et' signals S2, S, S6 and SS. As here shown, each ot these signals is olf the semaphore type. arranged to indicate stop, caution or proceed, according' as the semaphore is in the horizontal. the iuclined or the vertical position.

Each signal is controlled by a signal relay Which is designated by the retererufe character R With the same exponent as that et the corr@spending` signal.v Each of these 1920. Serial No. 399,516.

relays is ot the polarized type, that is, responsive to the polarity of the current supplied thereto, and each signal .is provided with a caution circuit and a proceed circuit, one or the other of 'which is closed at cording as the relay is energized in the reverse or the normal. direction.

Considering signal S2, the caution indication circuit is from the lett hand terminal of battery HE, through Wires 4 and 5, contact (i oit signal relay R2, wire 7, operating mechAv anism oi signal S2, Wire 8, Contact of relay R2, and Wires 10 and 11 to the right hand terminal of batt-ery HE. rlfhis circuit is closed when relay R2 is energized in either direction. The proceed indication circuit ier signal S2 is from the lett hand terminal o't battery HE, through wires f1 and 12, polar contact 13 of relay H2, Wires 14 and 15, con tact 16 of relay R2, Wire 17, operating meclr anism of signal S2, and thence as before to the right hand terminal of battery H. This proceed indication circuit is closed only when contact 13 is closed and Contact 13 is closed only when relay R2 is energized by current of normal polarity.

The caution and proceed circuits for signal S are similar to those just traced for signal S2, and will be understood Without detailed explanation.

The caution circuit for signal ST is from the right hand terminal of battery HG, through contact 200 of relay R7, operating mechanism o'l" signal ST, and contact 201 ot relay It? to the lett hand terminal ot battery HG. T he proceed circuit for this sig nal is Afrom the right hand terminal of battery HG tln'ough contacts 20() and 202 of relay lli, operating mechanism of signal S7. and contact 201 of relay R2 to the left hand terminal of battery HG.

The control circuits for signal S8 are similar to those just traced tor signal S7.

Considering' now signal S4, the caution indication circuit is from the left hand terminal o't battery HD, though Wires 18, 19, 20 and 21. contact 22 oit signal relay R4, wires 23 and 24, contact 25 of track relay T2, Wires 26 and 27, operating mechanism of signal S4, Wires 28 and 29, contact 30 of relay lrtl, and Wires 81, 32 and 154 to the right hand terminal of battery HD. The proceed inflication circuit for this signal is the same as the caution indication circuit up to and iu cludingwire 26, and it then passes through wire 33, polar contact 34 of relay Rt, Wire 2:35, operating mechanism ot signal S, and thence through the saine path as the caution indi :ation circuit to the right hand terminal of battery lt-TD. Tt will be observed that both circuits for signal S4 include contact f2- of track relay T7, which is the track relay for the first track circuit in advance ot this signal. lThe reason for includingv this track relay contact in the circuits for signal S* will be explained hereinafter.

The caution and proceed circuits vfor si gnals Si, S3 and S5 are similar to those ust traced tor signal S4. That is, signal S is controlled by signal relay li and by contact 164 ot track relay T3, this track relay being' i.. o` ciated with the first track circuit in advance of the signal. Signal El is controlled by signal relay RS and by track relay T* for sub-section B-N, while signal E255 is controlled by signal relay lrl and by track relay T for sub-section C U.y each ot these subsections being the tiret one in advance ot the corresponding;` signal. The reason for including a track relay contact in the con` trol circuits for each oli these signals will appear hereinafter.

The control of signal relay is as fols lows: This relay is provided with a main circuit which passes from the lett hand ter` minal of battery Hd, through Wires 13, 1t), 2() and 21, tront contact 22 ot relay R, Wires 23 and 36, right hand arm o't polo changer P* operated by signal tit, Wire 37, contact 38 of track relay Tt", Wire 39, contact 40 of track relay T, Wire 41, Windingl of relay R2, Wires 42 and 43, resistance 57, right hand or normal point of polar contact 44 ot relay R2, Wires 45, 4G, 47, 4S, 49, common Wire 0, and Wires 49 and 5th left. hand arm of pole-,changer l, Wires 51 and 29, contact- 30 of signal relay llt. and Wires 31, 32 and to the right hand terminal ot battery Hd. lllhcn signal is in the proceed or the caution position, polechanger l is in what l will term the normal, position wherein current ot normal polarity is supplied to relay F2, so that, assuming` that the circuit tor this rela-y is closed at all other points, the relay is energized in normal direction and signal indicates proceed. 1When signel tit indi- Cates stop, however, it reverses the polechanger P4, so that current ot reverse polarity is supplied to relay l2 from batg then indicates caution.

tery Hd and signal i The main circuit tor relay R2 is provided with a branch around the right hand or normal point of polar contact 44, which branch passes from resistance 57, through the left hand or reverse point ot polar contaclt 44, Wires 52 and battery HG, and `Wire 54 t0 Wire 49. When relay R2 is enen gized in the reverse direction this branch is closed so that relay lt2 is supplied with current from batteries HG and HD in series, and the two batteries then assist each other in energizing the relay in reverse direction.

TW hen signal relay itt is open, battery lll is disconnected 'from the main circuit ot' relay R2 and this circuit is closed at relay R4. The circuit lor relay R2 then passes from Wire 39, through track relay contact 3S, wire 37, right hand arm o'l' polechanger l)4 (which is then reversed), resistance 20?, Wire 29, back point ot contact 22 ot relay R", Wires 23 and 36, lett hand arrn ot polechanger l, Wire 50, ctr. lt" relay lt2 is energized in the reverse direction at the time that relay lt* opens, relay lt will continue to be energized in this direction by battery HG, which is then in the circuit for the latter relay. lli, hosvever, relay R2 is in the normal direction when relay Rt opens, relay R2 Will become cle-energized, owing to the fact that there is no battey in the circuit of this relay.

The main circuit for relay R2 is provided with a third branch which passes 'trein vvire 42, through the back contact ot' relay R and Wire 58 to Wire 47. Assuming that. relaysl R and lt? are both cle-energized and that relay lt* then becomes energized, it is apparent that relay R2 will l e supplied with current from battery HD, through the branch just referred to, and so the latter' relay Will become energized.

Signal relay R* is provided with a. main circuit which passes 'from the lett hand terminal of battery HB, through Wires 59, G0 and 61, lett hand arm of pole-changer P, Wire 62, contact 63 of signal relay RG, Wire 64, normal polar contact of signal relay R3, WireGG, contact 67 oit track relay TJ, Wire 68, Contact 69 of track relay T5, Wire 70, contact 71 of track relay T, Wire "i2, front point ot contact 73 or track relay Wire 74, Winding of relay R, Wire 75. Jfront point of contact 7 6 oil track relay T7, .vire 77, resistance 57, normal point et polar contact 78 of relay R4, Wires 79, 80, coininon wire O, Wires 80a 151 and 152 right hand arm ot pole-changer P, and Wires 81 and to the right hand terminal et' battery HB. This circuit is provided With a branch around the normal point oi` polar contact 78, which branch passes from resistance 57n through the reverse point ot polar contact 78, ivire 153, Wire 18, battery HD, Wires 154 and reverse point of polar contact 156,. and Wire 157 to Wire 80. Tlieicircuit for relay l* is provided with another branch which passes from Wire 77, through Wire 204. back contact 158 of signal relay R4, and ivire 205.v to Wire 157. When signal relay RG is open, the circuit l'or relay R4 is disconnected troni battery HB, and is closed at location B in the manner as pointed out hei-einbellO fore in connect-ion with the circuit for relay R2. That is, the circuit then passes from Wire G4 through back point of contact 63 of relay .tt,'and Wire 206 to Wire 80.

The signal relay RFis provided with an auxiliary or local circuit which is at times supplied with current from battery HD. Assuming that a train moving toward the West passes signal S* and that this signal is in the proceed or caution position, the opening of track relay T2 Will close the following circuit for relay R4: from the left hand terminal of battery HD, through Wires 18, 19, 20 and 83, contact J4 operated by signal S4, Wires 84 and 85, back point of track relay contact 73Wire 74, Winding of rela-y R", Wire 75, back point of track relay contact 7G, and Wires 86, 32 and 154 to the right hand terminal of battery HD. After contact J4 opens, due to the movement of signal S4 to the stop` position, relay Rt Will continue to be energized as long as track relay T7 remains open, because the local circuit for relay Rt is provided with a branch around contact J4, Which branch passes from Wire 19, through Wire 87, contact 159 of relay ItL and Wire 88 to Wire 85. As soon as the Westbound train passes point U, track relay T7 Will again close, thereby opening the local circuit for relay R, and this relay will then become cle-energized because its main circuit is opened at contact 71 of track relay T6. When an eastbound train enters sub-section U--D, the local circuit for relay R4 Will not be closed because both contacts J4 and 159 were previously opened due to the opening of the main circuit for relay R4.

In order to facilitate the explanation of the control of relay RF', I will first explain the manner in which relay RS is controlled. The circuit for relay RS is (see right hand end of Fig. 1A) from right hand terminal of battery HG, through Wires 53, 119, 120, 121 and 122, left hand arm of poleechanger P2, wire 123, contact 124 of track relay T2, Wire 125, contact 126 of track relay T1", Wire 127 (now referring to left hand end of Fig. 1), contact 128 of track relay T', Wire 160, Winding of relay RS, Wires 129 and 130, common Wire O2, (again referring to right hand end of Fig. 1A), Wires 130a and 131, right hand arm of pole-changer P2, and Wires 132, 133, 46, 47,48 and 54 to the left hand terminal of battery HG. It will be seen from the foregoing that relay R8 is deenergized While there is a train at any point between A inFig. 1 and Q in Fig. 1A, (assuming that the left-hand end of Fig. 1 is placed adjacent to the right-hand end of Fig. 1A). lt will be seen, furthermore, that if there is no train Within these limits, relay RS Will be energized in normal or reverse direction according to the position of signal S2. That is, relay R8 Will be energized in normal direction when signal S2 is at proceed or caution, and in reverse direction when signal S2 is at stop.

The circuit for signal relay l is controlled by a pole-changer P20 or by a polechanger lm, according as a stick relay 1 s is open or closed. Relay M8 is provided with a pick-up circuit which passes from battery HF, through Wires 134, 135, 13G, 137 and 138, contact J2 operated by signal S8, Wire 139, back contact 140 of track relay T, Wires 161 and 141, Winding of relay M2, Wires 142, 94, 95 and 143 to battery HF. It will be seen, therefore, that relay M2 is picked up only when track relay T is open and circuit controller JS is closed; in other Words, only when a train moving towards the West passes signal S2. Relay MS is provided with a holding circuit which passes from battery HF, through Wires 134, 135, 13G, 137 and 138, circuit controller J 8 (with signal in stop position), Wires 162, 147 and 148, Contact 149 of relay l 2, Wires 150 and 141, Winding' of relay M8, and Wires 142, 94, 95 and 143 to battery HF. This holding circuit is provided with a branch around circuit controller JS. which branch passes from Wire 137, through Wire 163, back point of contact 145 of relay RS, and Wire 146 to Wire 147. The holding circuit is provided with a second branch around circuit controller J, which passes from Wire 137 through Wire 163, front point of contact 145, reverse polar contact 165 to Wire 148. 1t Will be seen, therefore. that Whenever relay M2 is closed, it Will remain closed While signal relay RS is cle-energized and also While the. latter relay is energized in reverse direction.

frssiuming` iirst, that relay N8 is Open, shown in the drawing, the circuit for signal relay R2 is from the right-hand terminal of battery HA, through Wires 97. and 98, normal polar contact 99 of signal relay R', Wires 100, 101 and 102, left hand arm of pole-changer P20., wire 103, back point of contact 104 of relay MS, Wire 105, Contact 106 of track relay T2, Wire 107. front point of contact 108 of track relay T, wire 109, Winding of relay RG, Wire 110, front point of contact 111 of track relay T3, Wires 112, 113, common Wire O2, Wires 1132, 95, 94 and 93, back point of contact 92 of relay M8, Wire 91. right arin of pole-changer P90, and Wires 90,V 90 and Wire 89 to the left hand terminal of battery HA. Pole-changer P20 is in the normal position when signal S8 indicates proceed, but moves to its reverse position When signal S8 falls to the caution or stop position. It follows, therefore. that when relay MS is open and signal SS indicates caution, signal SG will also indicate caution. The reason for this double caution indication at the approach to the passing siding F is well understood, and requires no explanation in connection with the present application. When relay M8 is closed, the circuit 'tor relay R is from the right hand terminal ot battery HA, through wires 97, and 9S, contact 9S). wires 100, 101, 114 and 115, lett hand arm of pole-changer P45, wire 11G, front point of contact 101. and thence through the same circuit as before to the 'front point ot contact 9201' relay N s, then through wire 117, right hand arm ot pole-changer P45, and wires 118, 90 and S9 to battery HA. Tolle-changer P45 occupies its normal position when signal S3S is in either the proceed or the caution position, but reverses before this signal reaches the .stop position. when relay M. is energized. and signal SS indicates caution, signa-l SG will indicate proceed.

The signal relay Re is provided with a local circuit which is supplied with energy from battery HD, and which circuit is similar in all respects to the local circuit hereinbefore explained for signal relay R4.

The circuits and. apparatus asociated with the eastbound signals S, S3. S and ST, are similar in all respects to the circuits and apparatus which 1 have explained in detail in connection with the westbound signals.

The operation of the westbound signals is as follows: YWhen a westbound train passes signal S2, it opens track relay T9, thereby opening` at contact l0 the circuit for relay R2, so that signal S2 moves to the stop position. As the train passes out ot sub-section Q-E and into sub-section D-Q, it causes no change in the apparatus, because relay R2 vis controlled by Vtrack relay TS as well as by track relay T. As the train passes signal St, the opening' ot track relay T7 opens at contact 25 the circuits lor signal S4, so that this signal likewise moves to the stop position, This ope ation oli track relay T7 does not, however. deener;rize relay R4, because the local circuit 'for this relay is closed through the back points ot' track relay contacts 73 and 76. As soon as the rear end o1 the train passes out ot sub-section 1)*Q., the consequent closing of track relay TS closes the main circuit for relay R2, and inasmuch signal S4 is then in the stop position, the current supplied to this relay by battery 11D is of reverse polarity so that relay R2 becomes energized in the reverse direction. The reversal of contact Llll of this relay places battery HG in circuit with the relay and in series with battery HD so that the two batteries assist each other in energizing the relay. The energization of relay R2 in reverse direction causes signal S2 to more to the caution position. Then the entire train passes out ot sub-section U'-D,

1t follows, therefore,l that` track relay TT closes, thereby opening` the local circuit tor signal relay R4. This reA lay then becomes cle-energized, because its main circuit is open at contact T1 ot track relay T", and so it follows that battery HD is cut out ot' the circuit for relay R2 and this circuit is closed at pointl) throurh the back point of contact 22 or rela-y R". Relay R2 continues to be energized in the reverse direction, however, owingto the supply o1 current from battery HG, which battery is now connected to this relay through the reverse point of polar contact {Jr/t. The passage of the train into sub-section (fl-U has no other effect in the control ol" the westbound signals. .als the train ei'xters sub-sectionN-Q it opens track relay TD, but in so far as the westbound signals are concerned this relay merely keeps the circuit for relay Rt open. The same thine,` is true as the train passes out of subsection N-C and into sub-section B--N 1n other words, while the train is at any point between B and l), signal S4 is at stop and signal S2 at caution. As the train enters sub-section 11G-B, the opening ot' track relay T opens the circuits for signal S at contact 164 softhat this signal moves to the stop position. Relay 1t does not open, however, at this time. As soon as the rear end of the train passes out ot' sub-section BN, the main circuit for relay Rt becomes closed, so that this relay then becomes energized in the reverse direction, due to the tact that pole-changer PG is reversed. The closing' of relay R4 closes the caution indication circuit `for signal S4, so that this signal then moves to the caution position. This movement of signal SL causes pole-changer P4 to return to the normal position, whereupon batteries HD and HG oppose each other in the circuit for relay R2. This relay then opens, but is immediately 17e-energized from battery HD, owing` to the branch through bach contact of relay R2. lurrent ot normal polarity then being' supplied to relay the battery HG is cut out ot the circuito't' this relay by contact ai, so that therelay is then energized in normal direction from battery HD. The energization of relay R2 in normal direction causes signal S'2 to return to its proceed position. With the train in subsection K-B, then, signal SG is at stop, Signal SIl at caution and sig-'nal S2 at proceed. Relay R4, is, of course, supplied with current from batteries HB and HD in series. As the train passes point K, however., relay RG opens, thereby cutting' battery HD Vout of this circuit, so that relay R4 is then energized in reverse directionby current Jfrom battery HD alone. As the train passes signal SS. it closes relay lVS, thereby placing relay RG under the control of pole-changer Pt", and relay RG then becomes energized in reversedirection, owing to the fact that pole-changer P45 is in reverse position. Signal SG consequently moves to the eaution position, and the consequent return of pole-changer l2 to the normal position Inomentarily pla batteries lill and lll) in opposition in the circuit ot relay Rt, so that this relay opens but is immediately re-energized in normal direction 'from battery l-l, through the branch connection including back contact 15S. Current ot' normal polariL thus being supplied to relay R4', signal i moves to the proceed position. When the rear end ot the train passes point Q (right hand end of Fig. 1A), relay R8 becomes energized in reverse direction, so that signal S5 moves to the caution position, and signal SG returns to the proceed positionbecause relay RG is still under the control ot pole-changer P45. `When the train passes point D, signal S2 moves to the caution position, so that polechanger P2 then causes relay` RS to become energized in normal direction, whereupon relay MS opens and signal SS returns to the proceed position. The parts ol the apparatus are then restored to the positions in which they are shown in the drawing.

rrssuming now that an eastbound train passes over the track, it will be seen that while this train is in any part of the block to the west et siding F, signals S2 and SG both indicate caution, whereas signals S4 and o2 both indicate proceed. When the train passes the point corresponding to point Q, relay RS is opened so that signal SS moves to the stop position, but this does not affect signal S6. its soon as the train passes point A., the opening ot track relay T2 opens the circuit for relay R6, so that signal S moves to the stop position. The opening of relay RG cuts battery HB out oft the circuit for relay R4. so that this latter relay opens, and causes signal Sl to assumethe stop position. The opening ot relay R4 cuts the battery HD out oit the circuit for relay R2, `so that the latter relay opens and causes signal S2 to assume the stop position. The westbound signals then return to the proceed positions as they are passed by the rear end of the train.

rl`he operation ol' the apparatus in so tar as the eastbound signals are concerned will be understood from the 'foregoing explanation without detailed discussion.

It will be observed that the circuit for signal relay lt includes a contact 99 which is operated by signal relay R and is closed only when the latter relay is energized in the normal direction; similarly, the circuit 'for signal relay R4 includes a contact 65 which is closed only when signal relay H3 is energized in normal direction. The reason tor this control is as follows: i-'frssunr ing that these contacts are not ,included in the signal relay circuits, it will be seen that it an east bound train should pass through the block and signal relay ll should be lett in the open position, a subsequent westbound train entering bloc i ii-ll would not place signal S at the stop. lily including the Contact 99 in the circuit for relay R I avoid this possibility. W'ith the circuits as shown, if relay R3 should remain open after an eastbound. train passes through the block, relay R would remain energized in reverse direction, so that contact 99 would be open, and, consequently, signals SG, St and d2 would all remain in the stop position. Similarly itt relay should remain open atter the passage of an eastbound train through the block, relay R3 would `be energized in reverse direction, contact 65 would be open and signals S* and S2 would be left in the stop position. Contacts 99 and 65 serve as checks, therefore, on the proper operation ot the apparatus.

Although l have herein shown and de scribed only one form of signaling system embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what l claim is:

l. A signaling system tor single traclt railways comprising two successive signals S2 and S4, a polarized signal relay R2 for controlling signal 52 and a signal relay R4 tor controlling signal Si; means controlled by a train moving in the direction in which said signals govern trallic for placing signal S4 at stop when the train passes such signal but lor keeping relay R4 energized until the train has passed a given distance beyond such signal; a circuit tor relay R2 including a battery at signal S4, a 'liront Contact off relay Rt, a pole-changer operated by signal S4 and a normal polar Contact ot relay P2; a track circuit between sain signals for controlling said relay circuit. a branch for said circuit around the normal polar contact of relay R2 and including a reverse polar contact of relay R2 and a bat- Y tery at signal S2 which battery assists the first battery to eiiergize relay R2 in reti" f direction, a second branch tor said circuit around the front Contact of relay l* and the battery at signal S4 and including a back contact of relay R4, whereby when the latter relay becomes de-energized relay R2 continues to be reversely energized by the battery at signal S2, and a third branch for said circuit around the normal polar contact ot relay R2 and including a back contact of relay R2.

2. A signaling system for Single track railways comprising two successive signals S2 and St, a polarized signal relay R2 for ioy controlling signal S2 and a signal relay R4 for controlling signal S4; means controlled by a train moving in the direction in which said signals govern traffic tor placing signal S4 at stop when the train passes vthe `signal but tor keeping relay R* energized until the train passes a given distance beyond such signal; a circuit for relay R2 includingr a normal polar contact thereot, a pole-changer operated by signal S'L and a battery at signal S4; means controlled by relay R4 when cle-energized for cutting said battery out ot said circuit, a

branch for said circuit around the normal y tor controlling signal S4; a circuit for relay R2 including a normal polar contact there of, a pole-changer operated by signal vSt and a battery at signal St; means con-i trolled by relay R4 when cle-energized 'tor cutting said battery out of said circuit, a branch Jfor said circuit around the normal polar contact of relay R2 and including a reverse polar contact of relay R2 and a l second battery, and a third branch tor said circuitl `around said polar contacts and said secondv battery and including a back contact of relay R2.

4. A signaling system tor single 'track railways comprising two successive signalsy S2 and S2, a polarized signal relay R2 for controlling signal S2 and a signal relay R4 for controlling signal St; means controlled by a train moving in the direction in which said signals govern traffic tor placing;- signal j S4 at stop whenthe train passes such signal and tor subsequently (le-energizing relay R4 when the train passes a certain distance be youd suoli signal, a battery adjacent each signal. means for normally supplying cur.- rent of normal polarity to relay R2 `from the battery at signal S4, means tor reversing the polarity of the current supplied to relav R2 when signal S4' is at stop and relay R4 is energized, means for including the battery at signal S2 in the circuit for relay R2 when the latter relay responds to such reversal, means controlled by relay R2t when cle-energized for cutting the adjacent battery out of the circuit for relay R2 whereby the latter relay then remains energized in reverse direction by the other battery, and means controlled by relay R2 when cle-energized :tor cutting the adjacent battery out of the circuit for such relay.

a. .a signaling system-.fr single track` railways comprising two successive signals and S, a polarized signal relay R2 tor controllingr signal S2 and a signal relay R* 'for controlling signal Si; means controlled by a train moving in the direction in which said signals govern trallic for placing signal S* at stop when the train passes such signal and for subsequently cle-energizing relay Rt when the train passes `a certain distance beyond such signal, a battery adjacent each signal, a circuit for relay R2 including a polechanger operated by signal S4, means controlled by relay R4 for cutting the adjacent battery in or out ot said circuit according as the relay is energized or cle-energized, means controlled by relay R2 tor cutting the adjacent battery in or out of said circuit according as the relay is energized in reverse or normal direction, and means controlled by relay R2 for cutting the adjacent battery out ot said circuit when the relay becomes cle-energized after having been energized in reverse direction. Y

6. A signaling system for single railways comprising a signal, a signal relay for said signal, a track circuit extending in advance oil said signal, and including a track relay, means for controlling said signal by both of said relays, a circuit for said signal relay control-led by :trent contacts of said track relay and by other-means located in ad rance et said track circuit, a local circuit for said signal relay including back contacts of said track relayv and a circuit controller operated by said signal and closed when the signal indicates proceed and caution1 but not when it indicates stop, and a branch tor said local circuit around said circuit controller and including a front contact of said signal relay.

7. A signaling system for single track rail- Ways comprising a signal, a signal relay tor said signal, a track circuit extending in advance ot said signal, and includinga track relay, means for controlling said signal. by both of said relays, a circuit for said signal relay controlled by liront contacts oit said track relay and by other means located in advance oi said track circuit, a loca-l circuit 'for said signal relay including back contacts ot said track relay and a circuit ccntroller operated by said signal and closed when the signal indica-tes proceed and caution, but notwhen it indicates stop, and a branch tor said local circuit around said circuit,controller and including a front contact o' said signal relay, and a second signal in the rear ct' the lirst and controlled in part by said signal relay.

fr signaling system for singletrack rail-y ways ccinprising al signal, a signal relay tor said signal, a track circuit extending in advance of said signa-l, and including a track relay, means for controlling` said signal by both of said relays, a circuit for said signal relay controlled by front contacts of said track relay and by` other means located 1n advance or said track circuit, a local circuit lor said signal relay including back contacts ot said track relay and a front contact of the signal relay, and a second signal in the rear or' the first and controlled in, part by said signal relay.

9. A signaling syst-em for single track railways comprising a signal, a signal relay for said signal, a plurality or' track circuitsl located in advance of said signal and each including a track relay, means for controlling said signal by said signal relay and by the relay i'or the iirst track circuit in advance ot the signal, means for controlling said signal relay by all of said track circuits, means for keeping said signal relay energized until a train moving in the direction in which said signal governs tratlic leaves said lirst track circuit but for preventing energization of such relay when a train moving in the other direction occupies said first track circuit, and a second signal in the rear of the first and controlled in part by said signal relay.

10. A signaling system for single track railways comprising a signal, a signal relay for said signal, a plurality of track circuits located in advance of said signal and each including a track relay, means for controlling said signal by said signal relay and by the relay for the rst track circuit in advance or" the signal, a main circuit for said signal relay controlled by the track relay for each of said track circuits and opened when any track relay is deenergized, an auxiliary circuitI for said signal relay closed While a train moving in the direction in which said signal governs traflic occupies said first track circuit but not when a train moves in the other direction, and a. second signal in the rear of the first and controlled in part by said signal relay.

1l.. il signaling system for railways coinprising a signal, a signal relay for control.- ling said signal, means controlled by a train moving in the direction in which said signal governs traffic for placing said signal at stop when the train passes the signal and for subsequently deenergizing said relay when the train passes a certain point in aiilvance of the signal, and second signal in the rear of the lirst signal and controlled in part by said relay. V

12. A signaling system for railways comprising a signal, a relay for control-- ling said signal, means controlled by a train moving in the direction in which said signal governs trailic for placing said signal at stop when the train passes the signal and JFor subsequently fle-energizing said relay when the train passes a certain point in adrance of the signal, said means being ineffective to energize the relay during the passage oi a train in the other directionuntil the train has passed the signal, and a. second signal in the rear of the first and controlled in part by said rela-y.

13. A railway signaling system comprising two signals governing trailic in one direction along a single track, a signal relay Jfor cach signal, means for controlling the relay for the rear signal by the relay Jfor the Jiorivard signal, track circuits for controlling said relays, a signal for governing trailic in the other direction along said track, a signal rel-ay for the last-mentioned signal, and a circuit for the last-mentioned signal relay including a contact ot one of the first-mentioned relays.

14. In combination, a stretch of single track over which traffic moves in both directions, signals located at intervals for governing trailic along said stretch in one direction, a polarized signal relay for each signal, a circuit for each signal relay including a pole-changer operated by the signal next in advance, a source or current 'lor each signal relay circuit loca-ted adjacent the next signal in advance; means controlled by each signal relay for connecting the adjacent source of current with the circuit for the relay in the rear, or for placing` the latter relay on short circuit, according as the former relay is closed or open; track circuits li'or the stretch controlling said signal relay circuits, means Jfor controlling each signal by the corresponding` signal relay and by the first track circuit in advance ol? the signal, means for keeping each signal relay closed until after a train passing' the corresponding signal has placed such signal at stop and so reversed the polarity of the current supplied to the signal relay next in lIthe rear, and a branch for each signal relay circuit including the adjacent source of current and a contact which is closed when the relay is energized in reverse direction.

15. In combination, a stretch of single track over which traffic moves in both directions, signals located at intervals for governing traiiic along said stretch in one direction, a polarized signal relay for each signal, means for controlling each relay by the relay next in advance and by a pole-changer operated by the signal next in advance. means controlled by a train moving in said direction for placing each signal at stop as it passes the signal and for ope-ning the corresponding relay after the signal has been placed at stop, and auxiliary means for energizing each relay when the signal in advance is at stop.

16. In combination, a stretch of single track over which tratc moves in both directions, signals located at intervals for governing traffic along said stretch in onedirection, a polarized signal relay for each sienal, track circuits for the stretch includi track relays, means for controlling each signal by the corresponding signal relay and by the track relay for the i'irst track circuit in advance of the signal7 means for controlling each signa-l rela-y by the track circuits in advance of the corresponding signal but for keeping such relay closed until a train movingin the said direction has placed the signal at stop; means controlled by each signall relay when closed for supplying` current to the signal relay in the rear through a polachanger operated by the advance signal, and for discontinuingsuch supp-ly and placing the relay in the rear on short circuit when the advance relay is open; and auxiliary means for supplyingr current to each signal relay when the same is energized in reverse direction and the signal relay next in advance is open.

17. A krailway signalingv system comprising` a signal governing traffic in one direction along a single track, a relay 'for controlling` said signal, a second and a third signal governing traic in the other direction along said track, a second and a third relay for controlling` said second and third signals respectively, and acircuit for said third relay including contacts of said rst and second relays.

In testimony whereof I allix my signature.

CHARLES H. LAY. 

